Multi-speed transmission

ABSTRACT

A multiple speed transmission includes an input member, an output member, first, second, third and fourth planetary gearsets each having first, second and third members, and a plurality of interconnecting members each connected between at least one of the first, second, third, and fourth planetary gearsets and at least another of the first, second, third, and fourth planetary gearsets. The transmission includes a plurality of torque-transmitting mechanisms between the input and output members, wherein the torque transmitting mechanisms are selectively engageable in combinations of at least four to establish at least ten forward speed ratios between the input member and the output member.

RELATED APPLICATIONS

This application is a divisional of U.S. patent application Ser. No.17/328,155, filed May 24, 2021, which is a divisional of U.S. patentapplication Ser. No. 16/697,930, filed Nov. 27, 2019 and entitled“MULTI-SPEED TRANSMISSION,” the disclosures of which are herebyincorporated by reference in their entirety.

FIELD OF THE DISCLOSURE

The present disclosure relates to a multiple speed transmission, and inparticular to a multiple speed transmission capable of achieving ten ormore speeds.

BACKGROUND

Multiple speed transmissions use a number of friction clutches orbrakes, planetary gearsets, shafts, and other elements to achieve aplurality of gear or speed ratios. The architecture, i.e., packaging orlayout of the aforementioned elements, is determined based on cost,size, packaging constraints, and desired ratios. There is a need for newarchitectural designs of multiple speed transmissions for achievingdifferent ratios with improved performance, cost, efficiency,responsiveness, and packaging.

SUMMARY

In a first embodiment of the present disclosure, a multiple speedtransmission includes an input member; an output member; first, second,third and fourth planetary gearsets each having first, second and thirdmembers; a plurality of interconnecting members each connected betweenat least one of the first, second, third, and fourth planetary gearsetsand at least another of the first, second, third, and fourth planetarygearsets; a first torque-transmitting mechanism selectively engageableto interconnect the first member of the first planetary gearset and thefirst member of the second planetary gearset with a stationary member; asecond torque-transmitting mechanism selectively engageable tointerconnect the second member of the first planetary gearset with thefirst member of the third planetary gearset; a third torque-transmittingmechanism selectively engageable to interconnect the second member ofthe second planetary gearset and the third member of the first planetarygearset with the first member of the third planetary gearset; a fourthtorque-transmitting mechanism selectively engageable to interconnect thefirst member of the third planetary gearset with the second member ofthe third planetary gearset and the first member of the fourth planetarygearset; a fifth torque-transmitting mechanism selectively engageable tointerconnect the third member of the third planetary gearset with thestationary member; a sixth torque-transmitting mechanism selectivelyengageable to interconnect the third member of the fourth planetarygearset with the stationary member; a seventh torque-transmittingmechanism selectively engageable to interconnect the second member ofthe third planetary gearset and the first member of the fourth planetarygearset to the second member of the fourth planetary gearset; whereinthe torque transmitting mechanisms are selectively engageable incombinations of at least four to establish at least ten forward speedratios between the input member and the output member.

In one example of this embodiment, the input member is continuouslyinterconnected with the third member of the second planetary gearset. Ina second example, the output member is continuously interconnected withthe second member of the fourth planetary gearset. In a third example,the plurality of interconnecting members includes a firstinterconnecting member continuously interconnecting the first member ofthe first planetary gearset with the first member of the secondplanetary gearset. In a fourth example, the plurality of interconnectingmembers includes a second interconnecting member directly connected tothe second member of the first planetary gearset.

In a fifth example, the plurality of interconnecting members includes athird interconnecting member continuously interconnecting the thirdmember of the first planetary gearset with the second member of thesecond planetary gearset. In a sixth example, the plurality ofinterconnecting members includes a fourth interconnecting memberdirectly connected to the first member of the third planetary gearset.In a seventh example, the plurality of interconnecting members includesa fifth interconnecting member continuously interconnecting the secondmember of the third planetary gearset to the first member of the fourthplanetary gearset.

In an eighth example, the plurality of interconnecting members includesa sixth interconnecting member directly connected to the third member ofthe third planetary gearset. In a ninth example, the plurality ofinterconnecting members includes a seventh interconnecting memberdirectly connected to the third member of the fourth planetary gearset.In a tenth example, the input member and the output member are axiallyaligned with one another. In an eleventh example, an eighthtorque-transmission mechanism is selectively engageable to interconnectthe third member of the first planetary gearset and the second member ofthe second planetary gearset with a stationary member; wherein thetorque transmitting mechanisms are selectively engageable incombinations of at least four to establish at least ten forward speedratios and at least one reverse speed ratio between the input member andthe output member.

In another embodiment of the present disclosure, a multiple speedtransmission includes an input member; an output member; first, second,third and fourth planetary gearsets each having first, second and thirdmembers; a plurality of interconnecting members each connected betweenat least one of the first, second, third, and fourth planetary gearsetsand at least another of the first, second, third, and fourth planetarygearsets; a first torque-transmitting mechanism selectively engageableto interconnect the first member of the first planetary gearset and thefirst member of the second planetary gearset with a stationary member; asecond torque-transmitting mechanism selectively engageable tointerconnect the second member of the first planetary gearset with thefirst member of the third planetary gearset; a third torque-transmittingmechanism selectively engageable to interconnect the second member ofthe second planetary gearset and the third member of the first planetarygearset with the first member of the third planetary gearset; a fourthtorque-transmitting mechanism selectively engageable to interconnect thefirst member of the third planetary gearset with the second member ofthe third planetary gearset and the first member of the fourth planetarygearset; a fifth torque-transmitting mechanism selectively engageable tointerconnect the third member of the third planetary gearset with thestationary member; a sixth torque-transmitting mechanism selectivelyengageable to interconnect the third member of the fourth planetarygearset with the stationary member; a seventh torque-transmittingmechanism selectively engageable to interconnect the second member ofthe third planetary gearset and the first member of the fourth planetarygearset to the second member of the fourth planetary gearset; and aneighth torque-transmission mechanism selectively engageable tointerconnect the third member of the first planetary gearset and thesecond member of the second planetary gearset with a stationary member;wherein the torque transmitting mechanisms are selectively engageable incombinations of at least four to establish at least ten forward speedratios and at least one reverse speed ratio between the input member andthe output member.

In one example of this embodiment, the input member and the outputmember are axially aligned with one another.

In a further embodiment of the present disclosure, a multiple speedtransmission includes an input member; an output member; first, second,third and fourth planetary gearsets each having a sun gear, a carriermember, and a ring gear; a plurality of interconnecting members eachconnected between at least one of the first, second, third, and fourthplanetary gearsets and at least another of the first, second, third, andfourth planetary gearsets; a first torque-transmitting mechanismselectively engageable to interconnect the sun gear of the firstplanetary gearset and the sun gear of the second planetary gearset witha stationary member; a second torque-transmitting mechanism selectivelyengageable to interconnect the carrier member of the first planetarygearset with the sun gear of the third planetary gearset; a thirdtorque-transmitting mechanism selectively engageable to interconnect thecarrier member of the second planetary gearset and the ring gear of thefirst planetary gearset with the sun gear of the third planetarygearset; a fourth torque-transmitting mechanism selectively engageableto interconnect the sun gear of the third planetary gearset with thecarrier member of the third planetary gearset and the sun gear of thefourth planetary gearset; a fifth torque-transmitting mechanismselectively engageable to interconnect the ring gear of the thirdplanetary gearset with the stationary member; a sixthtorque-transmitting mechanism selectively engageable to interconnect thering gear of the fourth planetary gearset with the stationary member; aseventh torque-transmitting mechanism selectively engageable tointerconnect the carrier member of the third planetary gearset and thesun gear of the fourth planetary gearset to the carrier member of thefourth planetary gearset; wherein the torque transmitting mechanisms areselectively engageable in combinations of at least four to establish atleast ten forward speed ratios between the input member and the outputmember.

In one example of this embodiment, the input member is continuouslyinterconnected with the ring gear of the second planetary gearset; theoutput member is continuously interconnected with the carrier member ofthe fourth planetary gearset; the input member and output member beingaxially aligned with one another. In a second example, the plurality ofinterconnecting members includes a first interconnecting membercontinuously interconnecting the sun gear of the first planetary gearsetwith the sun gear of the second planetary gearset. In a third example,the plurality of interconnecting members includes a secondinterconnecting member directly connected to the carrier member of thefirst planetary gearset.

In a fourth example, the plurality of interconnecting members includes athird interconnecting member continuously interconnecting the ring gearof the first planetary gearset with the carrier member of the secondplanetary gearset. In a fifth example, the plurality of interconnectingmembers includes a fourth interconnecting member directly connected tothe sun gear of the third planetary gearset. In a sixth example, theplurality of interconnecting members includes a fifth interconnectingmember continuously interconnecting the carrier member of the thirdplanetary gearset to the sun gear of the fourth planetary gearset. In aseventh example, the plurality of interconnecting members includes asixth interconnecting member directly connected to the ring gear of thethird planetary gearset. In a further example, the plurality ofinterconnecting members includes a seventh interconnecting memberdirectly connected to the ring gear of the fourth planetary gearset.

BRIEF DESCRIPTION OF THE DRAWINGS

The above-mentioned aspects of the present disclosure and the manner ofobtaining them will become more apparent and the disclosure itself willbe better understood by reference to the following description of theembodiments of the disclosure, taken in conjunction with theaccompanying drawings, wherein:

FIG. 1 is an exemplary block diagram and schematic view of oneillustrative embodiment of a powered vehicular system;

FIG. 2 is a diagrammatic view of a first embodiment of a multiple speedtransmission;

FIG. 3 is a diagrammatic view of a second embodiment of a multiple speedtransmission;

FIG. 4 is a diagrammatic view of a third embodiment of a multiple speedtransmission;

FIG. 5 is a diagrammatic view of a fourth embodiment of a multiple speedtransmission; and

FIG. 6 is a truth table presenting an example of a state of engagementof various torque transmitting mechanisms in each of the availableforward speeds or gear ratios of the transmissions illustrated in FIGS.2 and 4; and

FIG. 7 is a truth table presenting an example of a state of engagementof various torque transmitting mechanisms in each of the availableforward and reverse speeds or gear ratios of the transmissionsillustrated in FIGS. 3 and 5.

Corresponding reference numerals are used to indicate correspondingparts throughout the several views.

DETAILED DESCRIPTION

The embodiments of the present disclosure described below are notintended to be exhaustive or to limit the disclosure to the preciseforms disclosed in the following detailed description. Rather, theembodiments are chosen and described so that others skilled in the artmay appreciate and understand the principles and practices of thepresent disclosure.

Military tracked vehicles may require a high ratio coverage to providemaximum tractive effort at lower speeds, and low transmission losses attop operating speeds. Moreover, the transmission may be required to beadaptable to multiple axes, whether packaged on a single or parallelaxes. There is a desire for a simple planetary transmission capable ofbeing packaged to meet these requirements. Further, it may be desirableto package the transmission on a single axis or on a plurality ofparallel axes.

Referring now to FIG. 1, a block diagram and schematic view of oneillustrative embodiment of a vehicular system 100 having a drive unit102 and transmission 118 is shown. In the illustrated embodiment, thedrive unit 102 may include an internal combustion engine, diesel engine,electric motor, or other power-generating device. The drive unit 102 isconfigured to rotatably drive an output shaft 104 that is coupled to aninput or pump shaft 106 of a conventional torque converter 108,disconnect clutch or other fluid coupling device. In the event a torqueconverter 108 is used, the input or pump shaft 106 is coupled to animpeller or pump 110 that is rotatably driven by the output shaft 104 ofthe drive unit 102. The torque converter 108 further includes a turbine112 that is coupled to a turbine shaft 114, and the turbine shaft 114 iscoupled to, or integral with, a rotatable input shaft 124 of thetransmission 118. The transmission 118 can also include an internal pump120 for building pressure within different flow circuits (e.g., maincircuit, lube circuit, etc.) of the transmission 118. The pump 120 canbe driven by a shaft 116 that is coupled to the output shaft 104 of thedrive unit 102. In this arrangement, the drive unit 102 can delivertorque to the shaft 116 for driving the pump 120 and building pressurewithin the different circuits of the transmission 118.

Although the embodiment of FIG. 1 is described as including a torqueconverter 108, the present disclosure is not limited to such anembodiment. Instead, in an alternative embodiment, a disconnect clutchmay be used. In yet a further embodiment, a fluid coupling device may beused in place of the torque converter 108. Other devices and mechanismsbesides a torque converter known to one skilled in the art may be usedas well.

The transmission 118 can include a planetary gear system 122 having anumber of automatically selected gears. An output shaft 126 of thetransmission 118 is coupled to or integral with, and rotatably drives, apropeller shaft 128 that is coupled to a conventional universal joint130. The universal joint 130 is coupled to, and rotatably drives, anaxle 132 having wheels 134A and 134B mounted thereto at each end. Theoutput shaft 126 of the transmission 118 drives the wheels 134A and 134Bin a conventional manner via the propeller shaft 128, universal joint130 and axle 132.

A conventional lockup clutch 136 is connected between the pump 110 andthe turbine 112 of the torque converter 108. The operation of the torqueconverter 108 is conventional in that the torque converter 108 isoperable in a so-called “torque converter” mode during certain operatingconditions such as vehicle launch, low speed and certain gear shiftingconditions. In the torque converter mode, the lockup clutch 136 isdisengaged and the pump 110 rotates at the rotational speed of the driveunit output shaft 104 while the turbine 112 is rotatably actuated by thepump 110 through a fluid (not shown) interposed between the pump 110 andthe turbine 112. In this operational mode, torque multiplication occursthrough the fluid coupling such that the turbine shaft 114 is exposed todrive more torque than is being supplied by the drive unit 102, as isknown in the art. The torque converter 108 is alternatively operable ina so-called “lockup” mode during other operating conditions, such aswhen certain gears of the planetary gear system 122 of the transmission118 are engaged. In the lockup mode, the lockup clutch 136 is engagedand the pump 110 is thereby secured directly to the turbine 112 so thatthe drive unit output shaft 104 is directly coupled to the input shaft124 of the transmission 118, as is also known in the art.

The transmission 118 further includes an electro-hydraulic system 138that is fluidly coupled to the planetary gear system 122 via a number,J, of fluid paths, 140 ₁-140 _(J), where J may be any positive integer.The electro-hydraulic system 138 is responsive to control signals toselectively cause fluid to flow through one or more of the fluid paths,140 ₁-140 _(J), to thereby control operation, i.e., engagement anddisengagement, of a plurality of corresponding friction devices in theplanetary gear system 122. The plurality of friction devices mayinclude, but are not limited to, one or more conventional brake devices,one or more torque transmitting devices, and the like. Generally, theoperation, i.e., engagement and disengagement, of the plurality offriction devices is controlled by selectively controlling the frictionapplied by each of the plurality of friction devices, such as bycontrolling fluid pressure to each of the friction devices. In oneexample embodiment, which is not intended to be limiting in any way, theplurality of friction devices include a plurality of brake and torquetransmitting devices in the form of conventional clutches that may eachbe controllably engaged and disengaged via fluid pressure supplied bythe electro-hydraulic system 138. In any case, changing or shiftingbetween the various gears of the transmission 118 is accomplished in aconventional manner by selectively controlling the plurality of frictiondevices via control of fluid pressure within the number of fluid paths140 ₁-140 _(J).

The system 100 further includes a transmission control circuit 142 thatcan include a memory unit 144. The transmission control circuit 142 isillustratively microprocessor-based, and the memory unit 144 generallyincludes instructions stored therein that are executable by a processorof the transmission control circuit 142 to control operation of thetorque converter 108 and operation of the transmission 118, i.e.,shifting between the various gears of the planetary gear system 122. Itwill be understood, however, that this disclosure contemplates otherembodiments in which the transmission control circuit 142 is notmicroprocessor-based, but is configured to control operation of thetorque converter 108 and/or transmission 118 based on one or more setsof hardwired instructions and/or software instructions stored in thememory unit 144.

In the system 100 illustrated in FIG. 1, the torque converter 108 andthe transmission 118 include a number of sensors configured to producesensor signals that are indicative of one or more operating states ofthe torque converter 108 and transmission 118, respectively. Forexample, the torque converter 108 illustratively includes a conventionalspeed sensor 146 that is positioned and configured to produce a speedsignal corresponding to the rotational speed of the pump shaft 106,which is the same rotational speed of the output shaft 104 of the driveunit 102. The speed sensor 146 is electrically connected to a pump speedinput, PS, of the transmission control circuit 142 via a signal path152, and the transmission control circuit 142 is operable to process thespeed signal produced by the speed sensor 146 in a conventional mannerto determine the rotational speed of the pump shaft 106/drive unitoutput shaft 104.

The transmission 118 illustratively includes another conventional speedsensor 148 that is positioned and configured to produce a speed signalcorresponding to the rotational speed of the transmission input shaft124, which is the same rotational speed as the turbine shaft 114. Theinput shaft 124 of the transmission 118 is directly coupled to, orintegral with, the turbine shaft 114, and the speed sensor 148 mayalternatively be positioned and configured to produce a speed signalcorresponding to the rotational speed of the turbine shaft 114. In anycase, the speed sensor 148 is electrically connected to a transmissioninput shaft speed input, TIS, of the transmission control circuit 142via a signal path 154, and the transmission control circuit 142 isoperable to process the speed signal produced by the speed sensor 148 ina conventional manner to determine the rotational speed of the turbineshaft 114/transmission input shaft 124.

The transmission 118 further includes yet another speed sensor 150 thatis positioned and configured to produce a speed signal corresponding tothe rotational speed of the output shaft 126 of the transmission 118.The speed sensor 150 may be conventional, and is electrically connectedto a transmission output shaft speed input, TOS, of the transmissioncontrol circuit 142 via a signal path 156. The transmission controlcircuit 142 is configured to process the speed signal produced by thespeed sensor 150 in a conventional manner to determine the rotationalspeed of the transmission output shaft 126.

In the illustrated embodiment, the transmission 118 further includes oneor more actuators configured to control various operations within thetransmission 118. For example, the electro-hydraulic system 138described herein illustratively includes a number of actuators, e.g.,conventional solenoids or other conventional actuators, that areelectrically connected to a number, J, of control outputs, CP₁-CP_(J),of the transmission control circuit 142 via a corresponding number ofsignal paths 72 ₁-72 _(J), where J may be any positive integer asdescribed above. The actuators within the electro-hydraulic system 138are each responsive to a corresponding one of the control signals,CP₁-CP_(J), produced by the transmission control circuit 142 on one ofthe corresponding signal paths 72 ₁-72 _(J) to control the frictionapplied by each of the plurality of friction devices by controlling thepressure of fluid within one or more corresponding fluid passageway 140₁-140 _(J), and thus control the operation, i.e., engaging anddisengaging, of one or more corresponding friction devices, based oninformation provided by the various speed sensors 146, 148, and/or 150.

The friction devices of the planetary gear system 122 are illustrativelycontrolled by hydraulic fluid which is distributed by theelectro-hydraulic system in a conventional manner. For example, theelectro-hydraulic system 138 illustratively includes a conventionalhydraulic positive displacement pump (not shown) which distributes fluidto the one or more friction devices via control of the one or moreactuators within the electro-hydraulic system 138. In this embodiment,the control signals, CP₁-CP_(J), are illustratively analog frictiondevice pressure commands to which the one or more actuators areresponsive to control the hydraulic pressure to the one or morefrictions devices. It will be understood, however, that the frictionapplied by each of the plurality of friction devices may alternativelybe controlled in accordance with other conventional friction devicecontrol structures and techniques, and such other conventional frictiondevice control structures and techniques are contemplated by thisdisclosure. In any case, however, the analog operation of each of thefriction devices is controlled by the control circuit 142 in accordancewith instructions stored in the memory unit 144.

In the illustrated embodiment, the system 100 further includes a driveunit control circuit 160 having an input/output port (I/O) that iselectrically coupled to the drive unit 102 via a number, K, of signalpaths 162, wherein K may be any positive integer. The drive unit controlcircuit 160 may be conventional, and is operable to control and managethe overall operation of the drive unit 102. The drive unit controlcircuit 160 further includes a communication port, COM, which iselectrically connected to a similar communication port, COM, of thetransmission control circuit 142 via a number, L, of signal paths 164,wherein L may be any positive integer. The one or more signal paths 164are typically referred to collectively as a data link. Generally, thedrive unit control circuit 160 and the transmission control circuit 142are operable to share information via the one or more signal paths 164in a conventional manner. In one embodiment, for example, the drive unitcontrol circuit 160 and transmission control circuit 142 are operable toshare information via the one or more signal paths 164 in the form ofone or more messages in accordance with a society of automotiveengineers (SAE) J-1939 communications protocol, although this disclosurecontemplates other embodiments in which the drive unit control circuit160 and the transmission control circuit 142 are operable to shareinformation via the one or more signal paths 164 in accordance with oneor more other conventional communication protocols (e.g., from aconventional databus such as J1587 data bus, J1939 data bus, IESCAN databus, GMLAN, Mercedes PT-CAN).

Referring to FIG. 2, a schematic representation or stick diagramillustrates one embodiment of a multi-speed transmission 200 accordingto the present disclosure. The transmission 200 includes an input shaft202 and an output shaft 204. In FIG. 2, the input shaft 202 and outputshaft 204 can be disposed along the same axis or centerline of thetransmission 200. In another aspect, the different shafts can bedisposed along different axes or centerlines. In a further aspect (e.g.,FIG. 4), the different shafts can be disposed parallel to one another,but along different axes or centerlines. Other aspect can be appreciatedby one skilled in the art.

The transmission 200 can also include a plurality of planetary gearsets.In the illustrated embodiment of FIG. 2, the transmission 200 includes afirst planetary gearset 206, a second planetary gearset 208, a thirdplanetary gearset 210, and a fourth planetary gearset 212. Eachplanetary gearset can be referred to as a simple or compound planetarygearset. For example, in some aspects, one or more of the plurality ofplanetary gearsets can be formed as an idler planetary gearset. In FIG.2, however, each of the planetary gearsets is formed as a simpleplanetary gearset.

One or more of the plurality of planetary gearsets can be arranged indifferent locations within the transmission 200, but for sake ofsimplicity and in this particular example only, the planetary gearsetsare aligned in an axial direction consecutively in sequence (i.e.,first, second, third, and fourth between the input and output shafts).

The transmission 200 may also include a plurality of torque-transmittingor gear-shifting mechanisms. For example, one or more of thesemechanisms can include a clutch or brake. In one aspect, each of theplurality of mechanisms is disposed within an outer housing of thetransmission 200. In another aspect, however, one or more of themechanisms may be disposed outside of the housing. Each of the pluralityof mechanisms can be coupled to one or more of the plurality ofplanetary gearsets, which will be described further below.

In the embodiment of FIG. 2, the transmission 200 can include a firsttorque-transmitting mechanism 258, a fifth torque-transmitting mechanism266, and a sixth torque-transmitting mechanism 268 that are configuredto function as brakes (e.g., the torque-transmitting mechanism isfixedly coupled to the outer housing of the transmission 200). Eachbrake can be configured as a shiftable-friction-locked disk brake,shiftable friction-locked band brake, shiftable form-locking claw orconical brake, or any other type of known brake. The transmission 200can include a second torque-transmitting mechanism 260, a thirdtorque-transmitting mechanism 262, a fourth torque-transmittingmechanism 264, and a seventh torque-transmitting mechanism 270 that areconfigured to function as clutches. These can be shiftablefriction-locked multi-disk clutches, shiftable form-locking claw orconical clutches, wet clutches, or any other known form of a clutch.With these seven torque-transmitting mechanisms, selective shifting ofat least ten forward gears is possible.

The transmission 200 of FIG. 2 may also include up to nine differentshafts, which is inclusive of the input shaft 202 and output shaft 204.Each of these shafts, designated as a first shaft 222, a second shaft224, a third shaft 226, a fourth shaft 236, a fifth shaft 246, a sixthshaft 248, and a seventh shaft 272 are configured to be connected to oneor more of the plurality of planetary gearsets or plurality oftorque-transmitting mechanism between the input shaft 202 and outputshaft 204.

In FIG. 2, the first planetary gearset 206 can include a first sun gear214, a first ring gear 216, and a first carrier member 218 thatrotatably supports a set of pinion gears 220. The second planetarygearset 208 can include a second sun gear 228, a second ring gear 230,and a second carrier member 232 that rotatably supports a set of piniongears 234. The third planetary gearset 210 can include a third sun gear238, a third ring gear 240, and a third carrier member 242 thatrotatably supports a set of pinion gears 244. The fourth planetarygearset 212 can include a fourth sun gear 250, a fourth ring gear 252,and a fourth carrier member 254 that rotatably supports a set of piniongears 256.

The transmission 200 is capable of transferring torque from the inputshaft 202 to the output shaft 204 in at least ten forward gears orratios. Each of the forward torque ratios can be attained by theselective engagement of one or more of the torque-transmittingmechanisms (i.e., torque-transmitting mechanisms 258, 260, 262, 264,266, 268, and 270). Those skilled in the art will readily understandthat a different speed ratio is associated with each torque ratio. Thus,at least ten forward speed ratios may be attained by the transmission200.

As for the transmission 200, kinematic coupling of the first planetarygearset 206 is shown in FIG. 2. The first sun gear 214 is coupled to thefirst shaft 222 for common rotation therewith. The first carrier member218 is coupled to the second shaft 224 for common rotation therewith.First ring gear 216 is coupled for common rotation with the third shaft226.

With respect to the second planetary gearset 208, the second sun gear228 is coupled to the first shaft 222 and first sun gear 214 for commonrotation therewith. The second ring gear 230 is coupled to the inputshaft 202 for common rotation therewith. Second pinion gears 234 areconfigured to intermesh with the second sun gear 228 and second ringgear 230, and the second carrier member 232 is coupled for commonrotation with the third shaft 226 and the first ring gear 216.

The third sun gear 238 of the third planetary gearset 210 is coupled tothe fourth shaft 236 for common rotation therewith. The third ring gear240 is coupled to the sixth shaft 248 for common rotation therewith.Third pinion gears 244 are configured to intermesh with the third sungear 238 and third ring gear 240, respectively. The third carrier member242 is coupled for common rotation with the fifth shaft 246.

The kinematic relationship of the fourth planetary gearset 212 is suchthat the fourth sun gear 250 is coupled to the fifth shaft 246, which isalso coupled to the third carrier member 242 for common rotationtherewith. The fourth ring gear 252 is coupled to the seventh shaft 272for common rotation therewith. The fourth pinion gears 256 areconfigured to intermesh with the fourth sun gear 250 and the fourth ringgear 252. The fourth carrier member 254 is coupled to the output shaft204 for common rotation therewith.

With regards to the kinematic coupling of the seven torque-transmittingmechanisms to the previously described shafts, the multiple speedtransmission 200 of FIG. 2 provides that the first torque-transmittingmechanism 258 is arranged within the power flow between the first shaft222 and a housing G of the transmission 200. In this manner, the firsttorque-transmitting mechanism 258 is configured to act as a brake. Thefifth torque-transmitting mechanism 266 is arranged within the powerflow between the sixth shaft 248 and the housing G of the transmission200. In this manner, the fifth torque-transmitting mechanism 266 isconfigured to act as a brake. The sixth torque-transmitting mechanism268 is arranged within the power flow between the seventh shaft 272 andthe housing G of the transmission 200. In this manner, the sixthtorque-transmitting mechanism 268 is configured to act as a brake. Inthis embodiment of the transmission 200 therefore three of the seventorque-transmitting mechanisms are configured to act as a brake and theother four torque-transmitting mechanisms are configured to act asclutches.

The second torque-transmitting mechanism 260, for example, is arrangedwithin the power flow between second shaft 224 and the fourth shaft 236.The third torque-transmitting mechanism 262 is arranged within the powerflow between the third shaft 226 and the fourth shaft 236. The fourthtorque-transmitting mechanism 264 is arranged within the power flowbetween the fourth shaft 236 and the fifth shaft 246. Moreover, theseventh torque-transmitting mechanism 270 is arranged within the powerflow between the fifth shaft 246 and the output shaft 204.

The kinematic couplings of the embodiment in FIG. 2 can further bedescribed with respect to the selective engagement of thetorque-transmitting mechanisms with respect to one or more components ofthe plurality of planetary gearsets. For example, in the transmission200, the first torque-transmitting mechanism 258 is selectivelyengageable to couple the first sun gear 214, the second sun gear 228,and the first shaft 222 to the housing G of the transmission 200. Thesecond torque-transmitting mechanism 260 is selectively engageable tocouple the first carrier member 218 and the second shaft 224 to thethird sun gear 238 and the fourth shaft 236. Moreover, the thirdtorque-transmitting mechanism 262 is selectively engageable to couplefirst ring gear 216, the second carrier member 232, and the third shaft226 to the fourth shaft 236 and the third sun gear 238.

The fourth torque-transmitting mechanism 264 is selectively engageableto couple fourth shaft 236 and the third sun gear 238 to the thirdcarrier member 242, the fourth sun gear 250, and the fifth shaft 246.The fifth torque-transmitting mechanism 266 is selectively engageable tocouple the sixth shaft 248 and the third ring gear 240 to the housing Gof the transmission 200. The sixth torque-transmitting mechanism 268 isselectively engageable to couple the fourth ring gear 252 and seventhshaft 272 to the housing G of the transmission 200. Lastly, the seventhtorque-transmitting mechanism 270 is selectively engageable to couplethe third carrier member 242, the fourth sun gear 250, and the fifthshaft 246 to the fourth carrier member 254 and the output shaft 204.

Referring to FIG. 3, a schematic representation or stick diagramillustrates one embodiment of a multi-speed transmission 300 accordingto the present disclosure. The transmission 300 includes an input shaft302 and an output shaft 304. The input shaft 302 and output shaft 304can be disposed along the same axis or centerline of the transmission300. In another aspect, the different shafts can be disposed alongdifferent axes or centerlines. In a further aspect, the different shaftscan be disposed parallel to one another (e.g., see FIG. 5), but alongdifferent axes or centerlines. Other aspect can be appreciated by oneskilled in the art.

The transmission 300 can also include a plurality of planetary gearsets.In the illustrated embodiment of FIG. 3, the transmission 300 includes afirst planetary gearset 306, a second planetary gearset 308, a thirdplanetary gearset 310, and a fourth planetary gearset 312. Eachplanetary gearset can be referred to as a simple or compound planetarygearset. For example, in some aspects, one or more of the plurality ofplanetary gearsets can be formed as an idler planetary gearset. In FIG.3, each planetary gearset is a simple planetary gearset.

One or more of the plurality of planetary gearsets can be arranged indifferent locations within the transmission 300, but for sake ofsimplicity and in this particular example only, the planetary gearsetsare aligned in an axial direction consecutively in sequence (i.e.,first, second, third, and fourth between the input and output shafts).

The transmission 300 may also include a plurality of torque-transmittingor gear-shifting mechanisms. For example, one or more of thesemechanisms can include a clutch or brake. In one aspect, each of theplurality of mechanisms is disposed within an outer housing of thetransmission 300. In another aspect, however, one or more of themechanisms may be disposed outside of the housing. Each of the pluralityof mechanisms can be coupled to one or more of the plurality ofplanetary gearsets, which will be described further below.

In the embodiment of FIG. 3, the transmission 300 can include a firsttorque-transmitting mechanism 358, a fifth torque-transmitting mechanism366, a sixth torque-transmitting mechanism 268, and an eighthtorque-transmitting mechanism 372 that are configured to function asbrakes (e.g., the torque-transmitting mechanism is fixedly coupled tothe outer housing of the transmission 300). Each brake can be configuredas a shiftable-friction-locked disk brake, shiftable friction-lockedband brake, shiftable form-locking claw or conical brake, or any othertype of known brake. The transmission 300 can include a secondtorque-transmitting mechanism 360, a third torque-transmitting mechanism362, a fourth torque-transmitting mechanism 364, and a seventhtorque-transmitting mechanism 370 that are configured to function asclutches. These can be shiftable friction-locked multi-disk clutches,shiftable form-locking claw or conical clutches, wet clutches, or anyother known form of a clutch. With these eight torque-transmittingmechanisms, selective shifting of at least ten forward gears and atleast one reverse gear is possible.

The transmission 300 of FIG. 3 may also include up to nine differentshafts, which is inclusive of the input shaft 302 and output shaft 304.Each of these shafts, designated as a first shaft 322, a second shaft324, a third shaft 326, a fourth shaft 336, a fifth shaft 346, a sixthshaft 348, and a seventh shaft 374, are configured to be connected toone or more of the plurality of planetary gearsets or plurality oftorque-transmitting mechanism between the input shaft 302 and outputshaft 304.

In FIG. 3, the first planetary gearset 306 can include a first sun gear314, a first ring gear 316, and a first carrier member 318 thatrotatably supports a set of pinion gears 320. The second planetarygearset 308 can include a second sun gear 328, a second ring gear 330,and a second carrier member 332 that rotatably supports a set of piniongears 334. The third planetary gearset 310 can include a third sun gear338, a third ring gear 340, and a third carrier member 342 thatrotatably supports a set of pinion gears 344. The fourth planetarygearset 312 can include a fourth sun gear 350, a fourth ring gear 352,and a fourth carrier member 354 that rotatably supports a set of piniongears 356.

The transmission 300 is capable of transferring torque from the inputshaft 302 to the output shaft 304 in at least ten forward gears orratios and at least one reverse gear or ratio. In a related aspect, thetransmission 300 may be capable of achieving two or more reverse gearsor ratios. Each of the forward torque and reverse torque ratios can beattained by the selective engagement of one or more of thetorque-transmitting mechanisms (i.e., torque-transmitting mechanisms358, 360, 362, 364, 366, 368, 370, and 372). Those skilled in the artwill readily understand that a different speed ratio is associated witheach torque ratio. Thus, at least ten forward speed ratios and at leastone reverse speed ratio may be attained by transmission 300.

As for the transmission 300, kinematic coupling of the first planetarygearset 306 is shown in FIG. 3. The first sun gear 314 is coupled to thefirst shaft 322 for common rotation therewith. The first carrier member318 is coupled to the second shaft 324 for common rotation therewith.First ring gear 316 is coupled for common rotation with the third shaft326.

With respect to the second planetary gearset 308, the second sun gear328 is coupled to the first shaft 322 and first sun gear 314 for commonrotation therewith. The second ring gear 330 is coupled to the inputshaft 302 for common rotation therewith. The second carrier member 332is coupled for common rotation with the third shaft 326 and the firstring gear 326.

The third sun gear 338 of the third planetary gearset 310 is coupled tothe fourth shaft 336 for common rotation therewith. The third ring gear340 is coupled to the sixth shaft 348 for common rotation therewith.Third pinion gears 344 are configured to intermesh with the third sungear 338 and third ring gear 340, respectively. The third carrier member342 is coupled for common rotation with the fifth shaft 346.

The kinematic relationship of the fourth planetary gearset 312 is suchthat the fourth sun gear 350 is coupled to the fifth shaft 346 and thethird carrier member 342 for common rotation therewith. The fourth ringgear 352 is coupled to the seventh shaft 374 for common rotationtherewith. The fourth pinion gears 356 are configured to intermesh withthe fourth sun gear 350 and the fourth ring gear 352. The fourth carriermember 354 is coupled to the output shaft 304 for common rotationtherewith.

With regards to the kinematic coupling of the eight torque-transmittingmechanisms to the previously described shafts, the multiple speedtransmission 300 of FIG. 3 provides that the first torque-transmittingmechanism 358 is arranged within the power flow between the first shaft322 and a housing G of the transmission 300. In this manner, the firsttorque-transmitting mechanism 358 is configured to act as a brake. Thefifth torque-transmitting mechanism 366 is arranged within the powerflow between the sixth shaft 348 and the housing G of the transmission300. In this manner, the fifth torque-transmitting mechanism 366 isconfigured to act as a brake. The sixth torque-transmitting mechanism368 is arranged within the power flow between the seventh shaft 374 andthe housing G of the transmission 300. In this manner, the sixthtorque-transmitting mechanism 360 is configured to act as a brake. Theeighth torque-transmitting mechanism 372 is arranged within the powerflow between the third shaft 326 and the housing G of the transmission300. In this manner, the eighth torque-transmitting mechanism 372 isconfigured to act as a brake. In this embodiment of the transmission 300therefore four of the eight torque-transmitting mechanisms areconfigured to act as a brake and the other four torque-transmittingmechanisms are configured to act as clutches.

The second torque-transmitting mechanism 360, for example, is arrangedwithin the power flow between the second shaft 324 and the fourth shaft336. The third torque-transmitting mechanism 362 is arranged within thepower flow between the third shaft 326 and the fourth shaft 336. Thefourth torque-transmitting mechanism 364 is arranged within the powerflow between the fifth shaft 346 and the sixth shaft 348. Lastly, theseventh torque-transmitting mechanism 370 is arranged within the powerflow between the fifth shaft 346 and the output shaft 304.

The kinematic couplings of the embodiment in FIG. 3 can further bedescribed with respect to the selective engagement of thetorque-transmitting mechanisms with respect to one or more components ofthe plurality of planetary gearsets. For example, in the transmission300, the first torque-transmitting mechanism 358 is selectivelyengageable to couple the first sun gear 314, the second sun gear 328,and the first shaft 322 to the housing G of the transmission 300. Thesecond torque-transmitting mechanism 360 is selectively engageable tocouple the first carrier member 318 and the second shaft 324 to thefourth shaft 336 and the third sun gear 338. The thirdtorque-transmitting mechanism 362 is selectively engageable to couplethird shaft 326, the first ring gear 316, and the second carrier member332 to the fourth shaft 336 and the third sun gear 338. The fourthtorque-transmitting mechanism 364 is selectively engageable to couplefifth shaft 346, the third carrier member 342, and the fourth sun gear350 to the third ring gear 340 and the sixth shaft 348.

The fifth torque-transmitting mechanism 366 is selectively engageable tocouple the third ring gear 340 and the sixth shaft 348 to the housing Gof the transmission 300. The sixth torque-transmitting mechanism 368 isselectively engageable to couple the fourth ring gear 352 and theseventh shaft 374 to the housing G of the transmission 300. The seventhtorque-transmitting mechanism 370 is selectively engageable to couplethird carrier member 342 and the fifth shaft 346 to the fourth carriermember 354 and the output shaft 304. Lastly, the eighthtorque-transmitting mechanism 372 is selectively engageable to couplethe first ring gear 316, the second carrier member 332, and the thirdshaft 326 to the housing G of the transmission 300.

Referring to FIG. 4, a schematic representation or stick diagramillustrates a further embodiment of a multi-speed transmission 400according to the present disclosure. The transmission 400 includes aninput shaft 402 and an output shaft 404. In FIG. 4, the input shaft 402and output shaft 404 can be disposed parallel to one another. Forinstance, the input shaft 402 may be positioned along a first axis orcenterline, A-A, and the output shaft 404 may be positioned along asecond axis or centerline B-B. In this example, the first axis andsecond axis are offset and parallel to one another. In this manner, thetransmission 400 may be packaged differently from the transmission 200in FIG. 2 and the transmission 300 in FIG. 3.

Torque may transfer through the transmission 400 from the input shaft402 and output shaft 404 even though both shafts are located ondifferent axes or centerlines. For example, the two axes may bemechanically coupled to one another via two or more gears. As shown inFIG. 4, a first gear 474 may be coupled along the first axis A-A and asecond gear 478 may be coupled along the second axis B-B. Anintermediate or third gear 476 may be coupled between the first andsecond gears. For example, the first gear 474, the second gear 478, andthe third gear 476 may be spur gears that intermesh in an engagingmanner with one another to transfer torque between the two axes orcenterlines.

In FIG. 4, the transmission 400 can also include a plurality ofplanetary gearsets. For example, the transmission 400 may include afirst planetary gearset 406, a second planetary gearset 408, a thirdplanetary gearset 410, and a fourth planetary gearset 412. Eachplanetary gearset can be referred to as a simple or compound planetarygearset. For example, in some aspects, one or more of the plurality ofplanetary gearsets can be formed as an idler planetary gearset. In FIG.4, however, each of the planetary gearsets is formed as a simpleplanetary gearset.

In the illustrated embodiment of FIG. 4, the first planetary gearset 406and the second planetary gearset 408 may be positioned on the first axisA-A, whereas the third planetary gearset 410 and fourth planetarygearset 412 may be positioned on the second axis B-B. This, however, isonly one example of how this embodiment may be structured. In adifferent embodiment, a single planetary gearset may be positioned oneither the first axis or second axis, and the remaining planetarygearsets may be positioned on the other axis. Thus, for sake of thisdisclosure, there may be any number of planetary gearsets positioned oneither the first or second axis.

One or more of the plurality of planetary gearsets can be arranged indifferent sequential orders within the transmission 400, but for sake ofsimplicity and in this particular example only, the planetary gearsetsare aligned consecutively in sequence (i.e., first, second, third, andfourth between the input and output shafts).

The transmission 400 may also include a plurality of torque-transmittingor gear-shifting mechanisms. For example, one or more of thesemechanisms can include a clutch or brake. In one aspect, each of theplurality of mechanisms is disposed within an outer housing of thetransmission 400. In another aspect, however, one or more of themechanisms may be disposed outside of the housing. Each of the pluralityof mechanisms can be coupled to one or more of the plurality ofplanetary gearsets, which will be described further below.

In the embodiment of FIG. 4, the transmission 400 can include a firsttorque-transmitting mechanism 458, a fifth torque-transmitting mechanism466, and a sixth torque-transmitting mechanism 468 that are configuredto function as brakes (e.g., the torque-transmitting mechanism isfixedly coupled to the outer housing of the transmission 400). Eachbrake can be configured as a shiftable-friction-locked disk brake,shiftable friction-locked band brake, shiftable form-locking claw orconical brake, or any other type of known brake. The transmission 400can include a second torque-transmitting mechanism 460, a thirdtorque-transmitting mechanism 462, a fourth torque-transmittingmechanism 464, and a seventh torque-transmitting mechanism 470 that areconfigured to function as clutches. These can be shiftablefriction-locked multi-disk clutches, shiftable form-locking claw orconical clutches, wet clutches, or any other known form of a clutch.With these seven torque-transmitting mechanisms, selective shifting ofat least ten forward gears is possible.

The transmission 400 of FIG. 4 may also include up to ten differentshafts, which is inclusive of the input shaft 402 and output shaft 404.Each of these shafts, designated as a first shaft 422, a second shaft424, a third shaft 426, a fourth shaft 436, a fifth shaft 446, a sixthshaft 448, a seventh shaft 472, and an eighth shaft 480 are configuredto be connected to one or more of the plurality of planetary gearsets orplurality of torque-transmitting mechanism between the input shaft 402and output shaft 404.

In FIG. 4, the first planetary gearset 406 can include a first sun gear414, a first ring gear 416, and a first carrier member 418 thatrotatably supports a set of pinion gears 420. The second planetarygearset 408 can include a second sun gear 428, a second ring gear 430,and a second carrier member 432 that rotatably supports a set of piniongears 434. The third planetary gearset 410 can include a third sun gear438, a third ring gear 440, and a third carrier member 442 thatrotatably supports a set of pinion gears 444. The fourth planetarygearset 412 can include a fourth sun gear 450, a fourth ring gear 452,and a fourth carrier member 454 that rotatably supports a set of piniongears 456.

The transmission 400 is capable of transferring torque from the inputshaft 402 to the output shaft 404 in at least ten forward gears orratios. Each of the forward torque ratios can be attained by theselective engagement of one or more of the torque-transmittingmechanisms (i.e., torque-transmitting mechanisms 458, 460, 462, 464,466, 468, and 470). Those skilled in the art will readily understandthat a different speed ratio is associated with each torque ratio. Thus,at least ten forward speed ratios may be attained by the transmission400.

As for the transmission 400, kinematic coupling of the first planetarygearset 406 is shown in FIG. 4. The first sun gear 414 is coupled to thefirst shaft 422 for common rotation therewith. The first carrier member418 is coupled to the second shaft 424 for common rotation therewith.First ring gear 416 is coupled for common rotation with the third shaft426.

With respect to the second planetary gearset 408, the second sun gear428 is coupled to the first shaft 422 and first sun gear 414 for commonrotation therewith. The second ring gear 430 is coupled to the inputshaft 402 for common rotation therewith. Second pinion gears 434 areconfigured to intermesh with the second sun gear 428 and second ringgear 430, and the second carrier member 432 is coupled for commonrotation with the third shaft 426 and the first ring gear 416.

The third sun gear 438 of the third planetary gearset 410 is coupled tothe fifth shaft 446 for common rotation therewith. The third ring gear440 is coupled to the eighth shaft 480 for common rotation therewith.Third pinion gears 444 are configured to intermesh with the third sungear 438 and third ring gear 440, respectively. The third carrier member442 is coupled for common rotation with the sixth shaft 446.

The kinematic relationship of the fourth planetary gearset 412 is suchthat the fourth sun gear 450 is coupled to the sixth shaft 448, which isalso coupled to the third carrier member 442 for common rotationtherewith. The fourth ring gear 452 is coupled to the seventh shaft 472for common rotation therewith. The fourth pinion gears 456 areconfigured to intermesh with the fourth sun gear 450 and the fourth ringgear 452. The fourth carrier member 454 is coupled to the output shaft404 for common rotation therewith.

With regards to the kinematic coupling of the seven torque-transmittingmechanisms to the previously described shafts, the multiple speedtransmission 400 of FIG. 4 provides that the first torque-transmittingmechanism 458 is arranged within the power flow between the first shaft422 and a housing G of the transmission 400. In this manner, the firsttorque-transmitting mechanism 458 is configured to act as a brake. Thefifth torque-transmitting mechanism 466 is arranged within the powerflow between the eighth shaft 480 and the housing G of the transmission400. In this manner, the fifth torque-transmitting mechanism 466 isconfigured to act as a brake. The sixth torque-transmitting mechanism468 is arranged within the power flow between the seventh shaft 472 andthe housing G of the transmission 400. In this manner, the sixthtorque-transmitting mechanism 468 is configured to act as a brake. Inthis embodiment of the transmission 400 therefore three of the seventorque-transmitting mechanisms are configured to act as a brake and theother four torque-transmitting mechanisms are configured to act asclutches.

The second torque-transmitting mechanism 460, for example, is arrangedwithin the power flow between second shaft 424 and the fourth shaft 436.The third torque-transmitting mechanism 462 is arranged within the powerflow between the third shaft 426 and the fourth shaft 436. The fourthtorque-transmitting mechanism 464 is arranged within the power flowbetween the fifth shaft 436 and the sixth shaft 448. Moreover, theseventh torque-transmitting mechanism 470 is arranged within the powerflow between the sixth shaft 448 and the output shaft 404.

The kinematic couplings of the embodiment in FIG. 4 can further bedescribed with respect to the selective engagement of thetorque-transmitting mechanisms with respect to one or more components ofthe plurality of planetary gearsets. For example, in the transmission400, the first torque-transmitting mechanism 458 is selectivelyengageable to couple the first sun gear 414, the second sun gear 428,and the first shaft 422 to the housing G of the transmission 400. Thesecond torque-transmitting mechanism 460 is selectively engageable tocouple the first carrier member 418 and the second shaft 424 to thefourth shaft 236. Moreover, the third torque-transmitting mechanism 462is selectively engageable to couple first ring gear 416, the secondcarrier member 432, and the third shaft 426 to the fourth shaft 436.

The fourth torque-transmitting mechanism 464 is selectively engageableto couple fifth shaft 446 and the third sun gear 438 to the thirdcarrier member 442, the fourth sun gear 450, and the sixth shaft 448.The fifth torque-transmitting mechanism 466 is selectively engageable tocouple the eighth shaft 480 and the third ring gear 440 to the housing Gof the transmission 400. The sixth torque-transmitting mechanism 468 isselectively engageable to couple the fourth ring gear 452 and seventhshaft 472 to the housing G of the transmission 200. Lastly, the seventhtorque-transmitting mechanism 470 is selectively engageable to couplethe third carrier member 442, the fourth sun gear 450, and the sixthshaft 448 to the fourth carrier member 454 and the output shaft 404.

In this embodiment, the input shaft 402, the first shaft 422, the secondshaft 424, the third shaft 426, and the fourth shaft 436 are located onthe first axis or centerline A-A, and the output shaft 404, the fifthshaft 246, the sixth shaft 248, the seventh shaft 272, and the eighthshaft 280 are positioned along the second axis B-B. The fourth shaft 436and the fifth shaft 446 are coupled to another via the first gear 474,the second gear 478, and the third gear 476.

Referring to FIG. 5, a schematic representation or stick diagramillustrates another embodiment of a multi-speed transmission 500according to the present disclosure. The transmission 500 includes aninput shaft 502 and an output shaft 504. In FIG. 5, the input shaft 502and output shaft 504 can be disposed parallel to one another. Forinstance, the input shaft 502 may be positioned along a first axis orcenterline, A-A, and the output shaft 504 may be positioned along asecond axis or centerline B-B. In this example, the first axis andsecond axis are offset and parallel to one another. In this manner, thetransmission 500 may be packaged differently from the transmission 200in FIG. 2 and the transmission 300 in FIG. 3.

Torque may transfer through the transmission 500 from the input shaft502 and output shaft 504 even though both shafts are located ondifferent axes or centerlines. For example, the two axes may bemechanically coupled to one another via two or more gears. As shown inFIG. 5, a first gear 578 may be coupled along the first axis A-A and asecond gear 582 may be coupled along the second axis B-B. Anintermediate or third gear 580 may be coupled between the first andsecond gears. For example, the first gear 578, the second gear 582, andthe third gear 580 may be spur gears that intermesh in an engagingmanner with one another to transfer torque between the two axes orcenterlines.

The transmission 500 can also include a plurality of planetary gearsets.In the illustrated embodiment of FIG. 5, the transmission 500 includes afirst planetary gearset 506, a second planetary gearset 508, a thirdplanetary gearset 510, and a fourth planetary gearset 512. Eachplanetary gearset can be referred to as a simple or compound planetarygearset. For example, in some aspects, one or more of the plurality ofplanetary gearsets can be formed as an idler planetary gearset. In FIG.5, each planetary gearset is a simple planetary gearset.

In the illustrated embodiment of FIG. 5, the first planetary gearset 506and the second planetary gearset 508 may be positioned on the first axisA-A, whereas the third planetary gearset 510 and fourth planetarygearset 512 may be positioned on the second axis B-B. This, however, isonly one example of how this embodiment may be structured. In adifferent embodiment, a single planetary gearset may be positioned oneither the first axis or second axis, and the remaining planetarygearsets may be positioned on the other axis. Thus, for sake of thisdisclosure, there may be any number of planetary gearsets positioned oneither the first or second axis.

One or more of the plurality of planetary gearsets can be arranged indifferent sequential orders within the transmission 500, but for sake ofsimplicity and in this particular example only, the planetary gearsetsare aligned consecutively in sequence (i.e., first, second, third, andfourth between the input and output shafts).

The transmission 500 may also include a plurality of torque-transmittingor gear-shifting mechanisms. For example, one or more of thesemechanisms can include a clutch or brake. In one aspect, each of theplurality of mechanisms is disposed within an outer housing of thetransmission 500. In another aspect, however, one or more of themechanisms may be disposed outside of the housing. Each of the pluralityof mechanisms can be coupled to one or more of the plurality ofplanetary gearsets, which will be described further below.

In the embodiment of FIG. 5, the transmission 500 can include a firsttorque-transmitting mechanism 558, a fifth torque-transmitting mechanism566, a sixth torque-transmitting mechanism 268, and an eighthtorque-transmitting mechanism 572 that are configured to function asbrakes (e.g., the torque-transmitting mechanism is fixedly coupled tothe outer housing of the transmission 500). Each brake can be configuredas a shiftable-friction-locked disk brake, shiftable friction-lockedband brake, shiftable form-locking claw or conical brake, or any othertype of known brake. The transmission 500 can include a secondtorque-transmitting mechanism 560, a third torque-transmitting mechanism562, a fourth torque-transmitting mechanism 564, and a seventhtorque-transmitting mechanism 570 that are configured to function asclutches. These can be shiftable friction-locked multi-disk clutches,shiftable form-locking claw or conical clutches, wet clutches, or anyother known form of a clutch. With these eight torque-transmittingmechanisms, selective shifting of at least ten forward gears and atleast one reverse gear is possible.

The transmission 500 of FIG. 5 may also include up to ten differentshafts, which is inclusive of the input shaft 502 and output shaft 504.Each of these shafts, designated as a first shaft 522, a second shaft524, a third shaft 526, a fourth shaft 536, a fifth shaft 546, a sixthshaft 548, a seventh shaft 274, and an eighth shaft 276, are configuredto be connected to one or more of the plurality of planetary gearsets orplurality of torque-transmitting mechanism between the input shaft 502and output shaft 504.

In FIG. 5, the first planetary gearset 506 can include a first sun gear514, a first ring gear 516, and a first carrier member 518 thatrotatably supports a set of pinion gears 520. The second planetarygearset 508 can include a second sun gear 528, a second ring gear 530,and a second carrier member 532 that rotatably supports a set of piniongears 534. The third planetary gearset 510 can include a third sun gear538, a third ring gear 540, and a third carrier member 542 thatrotatably supports a set of pinion gears 544. The fourth planetarygearset 512 can include a fourth sun gear 550, a fourth ring gear 552,and a fourth carrier member 554 that rotatably supports a set of piniongears 556.

The transmission 500 is capable of transferring torque from the inputshaft 502 to the output shaft 504 in at least ten forward gears orratios and at least one reverse gear or ratio. In a related aspect, thetransmission 500 may be capable of achieving two or more reverse gearsor ratios. Each of the forward torque and reverse torque ratios can beattained by the selective engagement of one or more of thetorque-transmitting mechanisms (i.e., torque-transmitting mechanisms558, 560, 562, 564, 566, 568, 570, and 572). Those skilled in the artwill readily understand that a different speed ratio is associated witheach torque ratio. Thus, at least ten forward speed ratios and at leastone reverse speed ratio may be attained by transmission 500.

As for the transmission 500, kinematic coupling of the first planetarygearset 506 is shown in FIG. 5. The first sun gear 514 is coupled to thefirst shaft 522 for common rotation therewith. The first carrier member518 is coupled to the second shaft 524 for common rotation therewith.First ring gear 516 is coupled for common rotation with the third shaft526.

With respect to the second planetary gearset 508, the second sun gear528 is coupled to the first shaft 522 and first sun gear 514 for commonrotation therewith. The second ring gear 530 is coupled to the inputshaft 502 for common rotation therewith. The second carrier member 532is coupled for common rotation with the third shaft 526 and the firstring gear 516.

The third sun gear 538 of the third planetary gearset 510 is coupled tothe fifth shaft 546 for common rotation therewith. The third ring gear540 is coupled to the eighth shaft 576 for common rotation therewith.Third pinion gears 544 are configured to intermesh with the third sungear 538 and third ring gear 540, respectively. The third carrier member542 is coupled for common rotation with the sixth shaft 548.

The kinematic relationship of the fourth planetary gearset 512 is suchthat the fourth sun gear 550 is coupled to the sixth shaft 548 and thethird carrier member 542 for common rotation therewith. The fourth ringgear 552 is coupled to the seventh shaft 574 for common rotationtherewith. The fourth pinion gears 556 are configured to intermesh withthe fourth sun gear 550 and the fourth ring gear 552. The fourth carriermember 554 is coupled to the output shaft 504 for common rotationtherewith.

With regards to the kinematic coupling of the eight torque-transmittingmechanisms to the previously described shafts, the multiple speedtransmission 500 of FIG. 5 provides that the first torque-transmittingmechanism 558 is arranged within the power flow between the first shaft522 and a housing G of the transmission 500. In this manner, the firsttorque-transmitting mechanism 558 is configured to act as a brake. Thefifth torque-transmitting mechanism 566 is arranged within the powerflow between the eighth shaft 576 and the housing G of the transmission500. In this manner, the fifth torque-transmitting mechanism 566 isconfigured to act as a brake. The sixth torque-transmitting mechanism568 is arranged within the power flow between the seventh shaft 374 andthe housing G of the transmission 500. In this manner, the sixthtorque-transmitting mechanism 560 is configured to act as a brake. Theeighth torque-transmitting mechanism 572 is arranged within the powerflow between the third shaft 526 and the housing G of the transmission500. In this manner, the eighth torque-transmitting mechanism 572 isconfigured to act as a brake. In this embodiment of the transmission 500therefore four of the eight torque-transmitting mechanisms areconfigured to act as a brake and the other four torque-transmittingmechanisms are configured to act as clutches.

The second torque-transmitting mechanism 560, for example, is arrangedwithin the power flow between the second shaft 524 and the fourth shaft536. The third torque-transmitting mechanism 562 is arranged within thepower flow between the third shaft 526 and the fourth shaft 536. Thefourth torque-transmitting mechanism 564 is arranged within the powerflow between the fifth shaft 546 and the sixth shaft 548. Lastly, theseventh torque-transmitting mechanism 570 is arranged within the powerflow between the sixth shaft 548 and the output shaft 504.

The kinematic couplings of the embodiment in FIG. 5 can further bedescribed with respect to the selective engagement of thetorque-transmitting mechanisms with respect to one or more components ofthe plurality of planetary gearsets. For example, in the transmission500, the first torque-transmitting mechanism 558 is selectivelyengageable to couple the first sun gear 514, the second sun gear 528,and the first shaft 522 to the housing G of the transmission 500. Thesecond torque-transmitting mechanism 560 is selectively engageable tocouple the first carrier member 518 and the second shaft 524 to thefourth shaft 536. The third torque-transmitting mechanism 562 isselectively engageable to couple third shaft 526, the first ring gear516, and the second carrier member 532 to the fourth shaft 536. Thefourth torque-transmitting mechanism 564 is selectively engageable tocouple fifth shaft 546 and the third sun gear 538 to the third carriermember 542, the fourth sun gear 550 and the sixth shaft 548.

The fifth torque-transmitting mechanism 566 is selectively engageable tocouple the third ring gear 540 and the eighth shaft 576 to the housing Gof the transmission 500. The sixth torque-transmitting mechanism 568 isselectively engageable to couple the fourth ring gear 552 and theseventh shaft 374 to the housing G of the transmission 500. The seventhtorque-transmitting mechanism 570 is selectively engageable to couplethird carrier member 542, the fourth sun gear 550 and the sixth shaft548 to the fourth carrier member 554 and the output shaft 504. Lastly,the eighth torque-transmitting mechanism 572 is selectively engageableto couple the first ring gear 516, the second carrier member 532, andthe third shaft 526 to the housing G of the transmission 500.

In this embodiment, the input shaft 502, the first shaft 522, the secondshaft 524, the third shaft 526, and the fourth shaft 536 are located onthe first axis or centerline A-A, and the output shaft 504, the fifthshaft 546, the sixth shaft 548, the seventh shaft 574, and the eighthshaft 576 are positioned along the second axis B-B. The fourth shaft 536and the fifth shaft 546 are coupled to another via the first gear 578,the second gear 582, and the third gear 580.

Referring to FIG. 6, one example of a truth table is shown representinga state of engagement of various torque transmitting mechanisms in eachof the available forward speeds or gear ratios of the transmissionsillustrated in FIGS. 2 and 4. It is to be understood that FIG. 6 is onlyone example of any number of truth tables possible for achieving atleast ten forward ratios, and one skilled in the art is capable ofconfiguring diameters, gear tooth counts, and gear configurations toachieve other ratios.

In the example of FIG. 6, there is no reverse speed or ratio. This maybe applicable for a certain type of military application where thetransmission operates in neutral and various forward ranges.

In neutral (Neu), none of the torque-transmitting mechanisms carrytorque. One or more of the torque-transmitting mechanisms, however, maybe engaged in neutral but not carrying torque.

A first forward ratio (shown as F1) in the table of FIG. 6 is achievedby engaging the first torque-transmitting mechanism, the secondtorque-transmitting mechanism, the fifth torque-transmitting mechanism,and the sixth torque-transmitting mechanism. Thus, in F1 or low, thethree brakes and one clutch are engaged. In FIG. 2, for example, thefirst torque-transmitting mechanism 258, the second torque-transmittingmechanism 260, the fifth torque-transmitting mechanism 266, and thesixth torque-transmitting mechanism 268 are engaged.

In a second or subsequent forward ratio, indicated as F2 in FIG. 6, thefirst torque-transmitting mechanism, the third torque-transmittingmechanism, the fifth torque-transmitting mechanism, and sixthtorque-transmitting mechanism are selectively engaged. Therefore, whentransitioning between the first forward ratio and the second forwardratio, the second torque-transmitting mechanism is released and thethird torque-transmitting mechanism is engaged.

In a third or subsequent forward ratio, indicated as F3 in FIG. 6, thesecond, third, fifth, and sixth torque-transmitting mechanisms areengaged. To transition from the second forward ratio to the thirdforward ratio, for example, the first torque-transmitting mechanism isreleased and the second torque-transmitting mechanism is engaged.

In a fourth or the next subsequent forward ratio, indicated as F4 inFIG. 6, the first, second, fifth and seventh torque-transmittingmechanisms are engaged. Thus, to transition from the third forward ratioand upshift to the fourth forward ratio, the third and sixthtorque-transmitting mechanisms are released and the first and seventhtorque-transmitting mechanisms are engaged.

In a fifth or the next subsequent forward ratio, indicated as F5 in FIG.6, the first, second, fourth, and sixth torque-transmitting mechanismsare engaged. Thus, to transition from the fourth forward ratio andupshift to the fifth forward ratio, the fifth and seventhtorque-transmitting mechanisms are released and the fourth and sixthtorque-transmitting mechanisms are engaged.

In a sixth or the next subsequent forward ratio, indicated as F6 in FIG.6, the first, third, fifth and seventh torque-transmitting mechanismsare engaged. Thus, to transition from the fifth forward ratio andupshift to the sixth forward ratio, the second, fourth, and sixthtorque-transmitting mechanism are released and the third, fifth, andseventh torque-transmitting mechanism are engaged.

In a seventh or the next subsequent forward ratio, indicated as F7 inFIG. 6, the first, third, fourth, and sixth torque-transmittingmechanisms are engaged. Thus, to transition from the sixth forward ratioand upshift to the seventh forward ratio, the fifth and seventhtorque-transmitting mechanisms are released and the fourth and sixthtorque-transmitting mechanisms are engaged.

In an eighth or the next subsequent forward ratio, indicated as F8 inFIG. 6, the second, third, fifth and seventh torque-transmittingmechanisms are engaged. Thus, to transition from the seventh forwardratio and upshift to the eighth forward ratio, the first and fourth andsixth torque-transmitting mechanisms are released and the second, fifthand seventh torque-transmitting mechanisms are engaged.

In a ninth or the next subsequent forward ratio, indicated as F9 in FIG.6, the second, third, fourth, and sixth torque-transmitting mechanismsare engaged. Thus, to transition from the eighth forward ratio andupshift to the ninth forward ratio, the fifth and seventhtorque-transmitting mechanisms are released and the fourth and sixthtorque-transmitting mechanisms are engaged.

In a tenth or the next subsequent forward ratio, indicated as F10 inFIG. 6, the first, second, fourth, and seventh torque-transmittingmechanisms are engaged. Thus, to transition from the ninth forward ratioand upshift to the tenth forward ratio, the third and sixthtorque-transmitting mechanisms are released and the first and seventhtorque-transmitting mechanisms are engaged.

In an eleventh or the next subsequent forward ratio, indicated as F11 inFIG. 6, the first, third, fourth, and seventh torque-transmittingmechanisms are engaged. Thus, to transition from the tenth forward ratioand upshift to the eleventh forward ratio, the secondtorque-transmitting mechanism is released and the thirdtorque-transmitting mechanism is engaged.

In a twelfth or the next subsequent forward ratio, indicated as F12 inFIG. 6, the second, third, fourth, and seventh torque-transmittingmechanisms are engaged. Thus, to transition from the eleventh forwardratio and upshift to the twelfth forward ratio, the firsttorque-transmitting mechanism is released and the secondtorque-transmitting mechanism is engaged.

The present disclosure contemplates that downshifts follow the reversesequence of the corresponding upshifts (as described above), and severalpower-on skip-shifts that are single-transition (e.g. from 1st to 3rd or3rd to 1st) or double-transition are possible.

In the following table, one non-limiting example of a transmissioncapable of achieving ten forward ranges with their corresponding gearratios and gear steps is shown below.

Range Ratio Gear Step Fl 16.28 N/A F2 11.80 1.36 F3 8.55 1.36 F4 6.231.44 F5 4.98 1.23 F6 3.61 1.36 F7 2.61 1.36 F8 1.90 1.44 F9 1.38 1.36F10 1.00 1.36

Referring to FIG. 7, another example of a truth table is shownrepresenting a state of engagement of various torque transmittingmechanisms in each of the available forward speeds or gear ratios of thetransmissions illustrated in FIGS. 3 and 5. It is to be understood thatFIG. 7 is only one example of any number of truth tables possible forachieving at least ten forward ratios and one reverse ratio, and oneskilled in the art is capable of configuring diameters, gear toothcounts, and gear configurations to achieve other ratios.

In the example of FIG. 7, there are three possible reverse speeds orratios. However, in another embodiment it may that only one or tworeverse speeds or ratios are achieved.

In neutral (Neu), none of the torque-transmitting mechanisms carrytorque. One or more of the torque-transmitting mechanisms, however, maybe engaged in neutral but not carrying torque.

A first forward ratio (shown as F1) in the table of FIG. 7 is achievedby engaging the first torque-transmitting mechanism, the secondtorque-transmitting mechanism, the fifth torque-transmitting mechanism,and the sixth torque-transmitting mechanism. Thus, in F1 or low, thethree brakes and one clutch are engaged. In FIG. 2, for example, thefirst torque-transmitting mechanism 258, the second torque-transmittingmechanism 260, the fifth torque-transmitting mechanism 266, and thesixth torque-transmitting mechanism 268 are engaged.

In a second or subsequent forward ratio, indicated as F2 in FIG. 7, thefirst torque-transmitting mechanism, the third torque-transmittingmechanism, the fifth torque-transmitting mechanism, and sixthtorque-transmitting mechanism are selectively engaged. Therefore, whentransitioning between the first forward ratio and the second forwardratio, the second torque-transmitting mechanism is released and thethird torque-transmitting mechanism is engaged.

In a third or subsequent forward ratio, indicated as F3 in FIG. 7, thesecond, third, fifth, and sixth torque-transmitting mechanisms areengaged. To transition from the second forward ratio to the thirdforward ratio, for example, the first torque-transmitting mechanism isreleased and the second torque-transmitting mechanism is engaged.

In a fourth or the next subsequent forward ratio, indicated as F4 inFIG. 7, the first, second, fifth and seventh torque-transmittingmechanisms are engaged. Thus, to transition from the third forward ratioand upshift to the fourth forward ratio, the third and sixthtorque-transmitting mechanisms are released and the first and seventhtorque-transmitting mechanisms are engaged.

In a fifth or the next subsequent forward ratio, indicated as F5 in FIG.7, the first, second, fourth, and sixth torque-transmitting mechanismsare engaged. Thus, to transition from the fourth forward ratio andupshift to the fifth forward ratio, the fifth and seventhtorque-transmitting mechanisms are released and the fourth and sixthtorque-transmitting mechanisms are engaged.

In a sixth or the next subsequent forward ratio, indicated as F6 in FIG.7, the first, third, fifth and seventh torque-transmitting mechanismsare engaged. Thus, to transition from the fifth forward ratio andupshift to the sixth forward ratio, the second, fourth, and sixthtorque-transmitting mechanism are released and the third, fifth, andseventh torque-transmitting mechanism are engaged.

In a seventh or the next subsequent forward ratio, indicated as F7 inFIG. 7, the first, third, fourth, and sixth torque-transmittingmechanisms are engaged. Thus, to transition from the sixth forward ratioand upshift to the seventh forward ratio, the fifth and seventhtorque-transmitting mechanisms are released and the fourth and sixthtorque-transmitting mechanisms are engaged.

In an eighth or the next subsequent forward ratio, indicated as F8 inFIG. 7, the second, third, fifth and seventh torque-transmittingmechanisms are engaged. Thus, to transition from the seventh forwardratio and upshift to the eighth forward ratio, the first and fourth andsixth torque-transmitting mechanisms are released and the second, fifthand seventh torque-transmitting mechanisms are engaged.

In a ninth or the next subsequent forward ratio, indicated as F9 in FIG.7, the second, third, fourth, and sixth torque-transmitting mechanismsare engaged. Thus, to transition from the eighth forward ratio andupshift to the ninth forward ratio, the fifth and seventhtorque-transmitting mechanisms are released and the fourth and sixthtorque-transmitting mechanisms are engaged.

In a tenth or the next subsequent forward ratio, indicated as F10 inFIG. 7, the first, second, fourth, and seventh torque-transmittingmechanisms are engaged. Thus, to transition from the ninth forward ratioand upshift to the tenth forward ratio, the third and sixthtorque-transmitting mechanisms are released and the first and seventhtorque-transmitting mechanisms are engaged.

In an eleventh or the next subsequent forward ratio, indicated as F11 inFIG. 7, the first, third, fourth, and seventh torque-transmittingmechanisms are engaged. Thus, to transition from the tenth forward ratioand upshift to the eleventh forward ratio, the secondtorque-transmitting mechanism is released and the thirdtorque-transmitting mechanism is engaged.

In a twelfth or the next subsequent forward ratio, indicated as F12 inFIG. 7, the second, third, fourth, and seventh torque-transmittingmechanisms are engaged. Thus, to transition from the eleventh forwardratio and upshift to the twelfth forward ratio, the firsttorque-transmitting mechanism is released and the secondtorque-transmitting mechanism is engaged.

In a first reverse speed or ratio, indicated as R1 in FIG. 7, thesecond, fifth, sixth and eighth torque-transmitting mechanisms areengaged.

In a second reverse ratio, indicated as R2 in FIG. 7, the second,fourth, sixth, and eighth torque-transmitting mechanisms are engaged.Thus, to transition from the first reverse ratio and shift to the secondreverse ratio, the fourth torque-transmitting mechanism is engaged andthe fifth torque-transmitting mechanism is released.

In a third reverse ratio, indicated as R3 in FIG. 7, the second, fourth,seventh, and eighth torque-transmitting mechanisms are engaged. Thus, totransition from the second reverse ratio and shift to the third reverseratio, the seventh torque-transmitting mechanism is engaged and thesixth torque-transmitting mechanism is released.

The present disclosure contemplates that downshifts follow the reversesequence of the corresponding upshifts (as described above), and severalpower-on skip-shifts that are single-transition (e.g. from 1st to 3rd or3rd to 1st) or double-transition are possible.

In the following table, one non-limiting example of a transmissioncapable of achieving eight forward ranges and three reverse ranges withtheir corresponding gear ratios is shown below.

Range Ratio Fl 11.151 F2 8.045 F3 5.450 F4 3.932 F5 2.836 F6 1.921 F71.386 F8 1.000 R1 −11.151 R2 −3.932 R3 −1.386

While exemplary embodiments incorporating the principles of the presentdisclosure have been disclosed hereinabove, the present disclosure isnot limited to the disclosed embodiments. Instead, this application isintended to cover any variations, uses, or adaptations of the disclosureusing its general principles. Further, this application is intended tocover such departures from the present disclosure as come within knownor customary practice in the art to which this disclosure pertains andwhich fall within the limits of the appended claims.

1. A multiple speed transmission, comprising: an input member; an outputmember; first, second, third and fourth planetary gearsets each havingfirst, second and third members; a plurality of interconnecting memberseach connected between at least one of the first, second, third, andfourth planetary gearsets and at least another of the first, second,third, and fourth planetary gearsets; a first torque-transmittingmechanism selectively engageable to interconnect the first member of thefirst planetary gearset and the first member of the second planetarygearset with a stationary member; a second torque-transmitting mechanismselectively engageable to interconnect the second member of the firstplanetary gearset with a first gear, the first gear and the input memberbeing disposed along a first axis; a third torque-transmitting mechanismselectively engageable to interconnect the second member of the secondplanetary gearset and the third member of the first planetary gearsetwith the first gear; a fourth torque-transmitting mechanism selectivelyengageable to interconnect the first member of the third planetarygearset and a second gear with the second member of the third planetarygearset and the first member of the fourth planetary gearset, the secondgear and the output being disposed along a second axis; a fifthtorque-transmitting mechanism selectively engageable to interconnect thethird member of the third planetary gearset with the stationary member;a sixth torque-transmitting mechanism selectively engageable tointerconnect the third member of the fourth planetary gearset with thestationary member; a seventh torque-transmitting mechanism selectivelyengageable to interconnect the second member of the third planetarygearset and the first member of the fourth planetary gearset to thesecond member of the fourth planetary gearset; and an eighthtorque-transmission mechanism selectively engageable to interconnect thethird member of the first planetary gearset and the second member of thesecond planetary gearset with a stationary member; wherein, the firstaxis and second axis are parallel to but offset from one another;wherein the torque transmitting mechanisms are selectively engageable incombinations of at least four to establish at least ten forward speedratios and at least one reverse speed ratio between the input member andthe output member.
 2. The multiple speed transmission of claim 1,further comprising a third gear coupled between the first and secondgears for transferring torque between the first axis and the secondaxis.
 3. The multiple speed transmission of claim 1, wherein theplurality of interconnecting members includes a first interconnectingmember continuously interconnecting the first member of the firstplanetary gearset with the first member of the second planetary gearset.4. The multiple speed transmission of claim 1, wherein the plurality ofinterconnecting members includes a second interconnecting memberdirectly connected to the second member of the first planetary gearset.5. The multiple speed transmission of claim 1, wherein the plurality ofinterconnecting members includes a third interconnecting membercontinuously interconnecting the third member of the first planetarygearset with the second member of the second planetary gearset.
 6. Themultiple speed transmission of claim 1, wherein the plurality ofinterconnecting members includes a fourth interconnecting memberdirectly connected to the first gear.
 7. The multiple speed transmissionof claim 1, wherein the plurality of interconnecting members includes afifth interconnecting member continuously interconnecting the firstmember of the third planetary gearset to the second gear.
 8. Themultiple speed transmission of claim 1, wherein the plurality ofinterconnecting members includes a sixth interconnecting member directlyconnected to the third member of the third planetary gearset.
 9. Themultiple speed transmission of claim 1, wherein the plurality ofinterconnecting members includes a seventh interconnecting memberdirectly connected to the third member of the fourth planetary gearset.10. The multiple speed transmission of claim 1, wherein the plurality ofinterconnecting members includes an eighth interconnecting membercontinuously interconnecting the second member of the third planetarygearset to the first member of the fourth planetary gearset.
 11. Themultiple speed transmission of claim 1, wherein the input member isdirectly connected to the third member of the second planetary gearsetand the output member is directly connected to the second member of thefourth planetary gearset.
 12. A multiple speed transmission, comprising:an input member; an output member; first, second, third and fourthplanetary gearsets each having first, second and ring gears; a pluralityof interconnecting members each connected between at least one of thefirst, second, third, and fourth planetary gearsets and at least anotherof the first, second, third, and fourth planetary gearsets; a firsttorque-transmitting mechanism selectively engageable to interconnect thesun gear of the first planetary gearset and the sun gear of the secondplanetary gearset with a stationary member; a second torque-transmittingmechanism selectively engageable to interconnect the carrier member ofthe first planetary gearset with a first gear, the first gear and theinput member being disposed along a first axis; a thirdtorque-transmitting mechanism selectively engageable to interconnect thecarrier member of the second planetary gearset and the ring gear of thefirst planetary gearset with the first gear; a fourthtorque-transmitting mechanism selectively engageable to interconnect thesun gear of the third planetary gearset and a second gear with thecarrier member of the third planetary gearset and the sun gear of thefourth planetary gearset, the second gear and the output being disposedalong a second axis; a fifth torque-transmitting mechanism selectivelyengageable to interconnect the ring gear of the third planetary gearsetwith the stationary member; a sixth torque-transmitting mechanismselectively engageable to interconnect the ring gear of the fourthplanetary gearset with the stationary member; a seventhtorque-transmitting mechanism selectively engageable to interconnect thecarrier member of the third planetary gearset and the sun gear of thefourth planetary gearset to the carrier member of the fourth planetarygearset; and an eighth torque-transmission mechanism selectivelyengageable to interconnect the ring gear of the first planetary gearsetand the carrier member of the second planetary gearset with a stationarymember; wherein, the first axis and second axis are parallel to butoffset from one another; wherein the torque transmitting mechanisms areselectively engageable in combinations of at least four to establish atleast ten forward speed ratios and at least one reverse speed ratiobetween the input member and the output member.
 13. The multiple speedtransmission of claim 12, wherein the plurality of interconnectingmembers includes a first interconnecting member continuouslyinterconnecting the sun gear of the first planetary gearset with the sungear of the second planetary gearset.
 14. The multiple speedtransmission of claim 12, wherein the plurality of interconnectingmembers includes a second interconnecting member directly connected tothe carrier member of the first planetary gearset.
 15. The multiplespeed transmission of claim 12, wherein the plurality of interconnectingmembers includes a third interconnecting member continuouslyinterconnecting the ring gear of the first planetary gearset with thecarrier member of the second planetary gearset.
 16. The multiple speedtransmission of claim 12, wherein the plurality of interconnectingmembers includes a fourth interconnecting member directly connected tothe first gear.
 17. The multiple speed transmission of claim 12, whereinthe plurality of interconnecting members includes a fifthinterconnecting member continuously interconnecting the sun gear of thethird planetary gearset to the second gear.
 18. The multiple speedtransmission of claim 12, wherein the plurality of interconnectingmembers includes a sixth interconnecting member directly connected tothe ring gear of the third planetary gearset.
 19. The multiple speedtransmission of claim 12, wherein the plurality of interconnectingmembers includes a seventh interconnecting member directly connected tothe ring gear of the fourth planetary gearset.
 20. A multiple speedtransmission, comprising: an input member; an output member; first,second, third and fourth planetary gearsets each having first, secondand third members; a plurality of interconnecting members each connectedbetween at least one of the first, second, third, and fourth planetarygearsets and at least another of the first, second, third, and fourthplanetary gearsets; a first torque-transmitting mechanism selectivelyengageable to interconnect the first member of the first planetarygearset and the first member of the second planetary gearset with astationary member; a second torque-transmitting mechanism selectivelyengageable to interconnect the second member of the first planetarygearset with a first gear; a third torque-transmitting mechanismselectively engageable to interconnect the second member of the secondplanetary gearset and the third member of the first planetary gearsetwith the first gear; a fourth torque-transmitting mechanism selectivelyengageable to interconnect the first member of the third planetarygearset and a second gear with the second member of the third planetarygearset and the first member of the fourth planetary gearset; a fifthtorque-transmitting mechanism selectively engageable to interconnect thethird member of the third planetary gearset with the stationary member;a sixth torque-transmitting mechanism selectively engageable tointerconnect the third member of the fourth planetary gearset with thestationary member; a seventh torque-transmitting mechanism selectivelyengageable to interconnect the second member of the third planetarygearset and the first member of the fourth planetary gearset to thesecond member of the fourth planetary gearset; and an eighthtorque-transmission mechanism selectively engageable to interconnect thethird member of the first planetary gearset and the second member of thesecond planetary gearset with a stationary member; wherein the torquetransmitting mechanisms are selectively engageable in combinations of atleast four to establish at least ten forward speed ratios and at leastone reverse speed ratio between the input member and the output member.